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C. S. SALFELD.

SPRAYING APPARATUS FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED IuNE a'. I9I4.

1,322,137. Patented 1Y0-v. 18, 1919.

CHIBLES S. SALFELD, 0F MILWAUKEE, WISCONSDI. SPYBAYIN'G APPARA'IUS FOR ALCOMIBUSTION ENGDES.

To all whom t may concern:

Be it known that I, CHARLES S. SALFELD, a German citizen, residing at 274 Tenth street, Milwaukee, county of Milwaukee, and State of Wisconsin, have invented new and useful Improvements in Spraying Apparatus for Internal-Combustion Engines, of which the following is a specification.

My invention relates to spraying apparatus for internal combustion engines in which liquid fuel is injected into the combustion chamber.

The object of my invention is to avoid the complications usually met with in appliances of this kind and to devise an article that can be manufactured at a reasonable cost, therefore permitting of wider application than heretofore.

My invention is applicable to both systems of injecting the fuel oil, viz., either by means of compressed air or by mere hydraulic pressure.

In the drawings:

The figure is a longitudinal section through an ejector depending upon its action solely upon the operation of a highpreure fuel injection pump and not makin use of compressed air.

u'ke parts are identified by the same reference characters in the view.

1 is a valve box and 2 a valve box cap; 3 a valve seating, 4 a valve seating attachment screw, 5 a sprayin plug and 6 an injector valve. The valve 7 for the admission flow passage 8 for of the oil, and an overby-passing the oil when ,so desired. The valve kbox cap 2 contains a spring regulating screw 9 provided with lock nut 10 and a valve stop screw 11 provided with lock'nut 12. The valve spring 13 being held in compression by a spring holder 14 at oneend and the regulating screw 9 at the other end holds the valve 6 tight against its seating 3, except when the ressure of the oil admitted through passage lI)exceeds the resistance of said spring. lIn order to enable the oil pressure to act in this manner the valve 6 is reduced in diameter at its lower end 6a and the differential area thus formedmult-iplied by. the oil pressure equals the force actlng against the spring 13. It will therefore be seen that 1n this case .the valve 6 will be automatically lifted from its seating' as soon as the oil pressure reaches thc required amount consequent upon'the delivery stroke of a suitable ox 1 contains a-passa-ge l injection .pump operated in combination with the apparatus here described. The amount of such I,pressure is regulated by the adjustment of the screw 9, which determines the spring resistance, and the lift of valve 6 is independently regulated by the adjustment of screw 11. To effect proper admission of the oil annular grooves 5a and 5b are formed upon the outer circumference of the spraying plug 5 and connected by axial grooves 5c. Radial grooves 5d connect the annular groove 5sl with a hole 5 formed in plug 5 and thus lead the oil from passage 7 to the differential area at the lower end of valve 6. From the annular groove 5b tangential grooves 5' lead to the actual seating of valve 6 thereby causing a whirling action of the oil before it issues through the hole or holes 3'* formed. in seating 3.l 15 is a gland to prevent excessive leakage past the stem of valve` 6.

The overflow passage 8 leads to the lower side of an overow valve 16 which is manually operated 'and fulfils a two-fold purpose. Before starting the engine valve 16 is opened to expel all air from the oil pipes and passages, while the pump is worked by han and when the engine is running valve 16 is kept slightly open to prevent an accumulation of prematurely vaporized oil in the system.

Herctofore injectors of this kind were artiicially cooled by means of an external water jacket in order to prevent said premature vaporization. Contrary to such practice, I find it advantageous to arrange that the valve body 1 shall become very hot in working, and not bewater-cool-ed. The premature vaporization which may then occur is satisfactorily taken care of by leaving valve 16 a trifie open, thus discharging through it a little oil or oil vapor at every delivery stroke of the fuel injection pump.

avoided. 17 is a gland and screwed bushing combined. Any oll passing valve 16 is taken through passages 18 and 19 to a cavity 20 formed in the valve box cap 2 which also receives any leakage from gland 15 and the oil so accumulating is led back to the main fuel tank by means of pipe 21. 22 is a high-proad sure admission pipe, screwed into union 23 and attached to the valve box 1 by means of a union nut Q4. 25 is a pipe gland. 26 an inspection hole formed in valve box cap 2- and may be closed byi plug 27.

It is not an essential of this invention that Athe operation of valve 6' should be automatic.

added as-are required to meet the altered conditions of injection, but the particular arrangementof such additional parts does not form part of this invention and may be varied when so desired.

Having now particularly described and ascertained my said invention, and in what manner same is to be performed, I declare that what I claim is 1 In a fuel injector for internal conibustion engines the combination of an injector casing, a needle valve in the casing, means for resiliently urging the valve to seat at the inner end thereof, means for admitting iiuid fuel under pressure to said casing, and means for utilizing fuel pressure to lift the valve in a direction contrary to that of flov'v whereby fuel is momentarily ejected from said casing, said casing having a socket at its inner end,l and provided with a valve stem aperture, a fuel duct and an over-flow duct, extended into the body of the easing from said socket, and a removable valve seating detachablj7 anchored in said socket, and adapted to be withdrawn from the inner end thereof.

Q. In a fuel injector for internal combustion engines the combination of an injector casing, a needle injector valvel seated therein. means for automatically opening vsaid valve, means for admit-ting fluid fuel under pressure to the interior of the casing and manually adjustable means for permitting the. return of prematurely formed vapor to the supply tank from the inner end portion of the casing, adjacent to said valve.

3. In a fuel injector for internal combus-` tion engines the combination of an injector casing. an injector valve seated therein. an atomizing device surrounding the stem of said valve, means for admitting -fluid fuel under periodically varying pressure to the casing. means for utilizing the variation in fuel pressure to operate the valve, and adjustable means for permitting a constant separation of gaseous material from the fuel in the inner end portion of the casing, and

Supp

allowing it to return to the source of fuel 4. -In a fuel injector for internal combustion engines, the combination with an'injector casing having 1an injector vor nozzle provided with a valve seating and an injector valve seated therein, means *for openin said valve, and means ifor admitting uld fuel under pressure to`the interior of said casing in apredetermined quantity, of means for circulating and discharging a portionl of said fuel at a predetermined rate in heat absorbing relation to the valve and its seating, and returning a portion thereof to the source of supply to prevent an accumulation of vaporized fuel about the valve and its seating.

5. In anlexfternally uncooled injector for internal combustion engines, the combination with an injector casing having a nozzle provided with a valve seating and an injector valve seated therein, means for opening said valve, and means for admitting fluid fuel under pressure to the interiorv of said casing ina predetermined quantity, of means for circulating a portion of said fuel in heat absorbing relation to the valve `and nozzle, said circulating means includand an injector valve seated therein, means for opening said valve, and means for admitting fluid fuel under pressure to t-he interior of said casing in a predetermined quantity, of means for circulating a portion of said fuel at a predetermined rate in heat absorbing relation to the valve and thereafter discharging said portion of the fuel through an opening above the nozzle, the size of said opening being variable during the operation of the injector. l

7. In a fuel injectorfor internal combustion engines, the combination with an injector casing having a counterbored recess at its inner end, of a valve seat having an external shoulder fitting Within said recess, a s raying plug seating within a recess in sai valve seat, said valve seat and spraying plug abut-ting against the bottom of the recess in the injector casing, and a clamping member 'itting against the external shoulder of said valve seat, and means for forcing said clamping member against said shoulder, thereby simultaneously eifecting a tight .joint betweenq'the ends Vof said valvel seat and spraying plug and the bottom of the recess in vsaid injector.

8. .In a fuel injector. for internal combus- "tion engines` comprising 4the combination withv an injector nozzle,

arranged-to permit a positive and continual circulation of uid fuel under pressure in heat absorblng relation to the nozzle, and in a quantity exceeding that required for injection into the engme, and means for permitting a return of the lighter portions of the fuel, while permitting the heavier portions to discharge through the nozzle. Y

9. fn a fuel injector for internal combustion engines, the method of internally con-l trolling` the temperature of the injector v which consists in admitting a' positive and continual flow of iuid fuel under pressure in a quantity exceeding that required for injection into the engine, circulating a portion of the fluid inthe injector, and thereafter discharging it from said injector.

10. In a fuel injector for internal combustion engines, the method of carrying away excessive heat that the injector may derive from the engine, preventing the formation of vapor in the inlector, and controlling its temperature, whic method consists in adi mitting a flow of fluid fuel under ressure in a quantity exceeding that required for temperature, which methdmonsists iii ad' mitting a iow of iuid fuel under pressure in a quantity exceedmg that reqlured for injection, circulating the excess fuel in the interior of the injector, and thereafter dis charging said fuel from the injector, and means for varying the relative flow of iuid fuel to and from the said injector in 'accordance with the ltemperature desired within the injector.

In testimony whereof I aix my signature in the presence of two witnesses.

CHARLES S. SALFELD.

Witnesses: ALICE J. MCKERIHAN, IRMA D. BREMER. 

